Cylinder for a high performance internal combustion engine



Filedy April 20"\.- 19611 2.' Sheeis-Shee'u l` v zNvENToRs. I4 tv Y wmv/541.0 Le. HAMM rneonane a. amuser W. l. E. KAMM ETAL Dec. 8, 1964 CYLINDER FOR A HIGH PERFORMANCE INTERNAL COMBUSTION ENGINE Filed April 20, 1961 2 Sheets-Sheet 2 I, r@ 1U" .NOC

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United States Patent Oli ice 3,16%,149 Patented Dec. 8, 1964 3,16il,149 CYLINDER FSR A HIGH PERFORMANCE INTERNAL CGMBUSTION ENGNE Wunihald I. E. Kamm, Stuttgart, Wurttemberg, Germany,

and Theodore R. Gondert, Lyndhurst, NJ., assignors to Stevens institute of Technology, Hoboken, NJ., a corporation of New Jersey Filed Apr. 2t), 1961, Ser. No. 164,321 2 Claims. (Cl. 1123-65) rIhis invention relates to an improved cylinder design for a high performance diesel engine and in particular to a two-stroke loop-scavenged type of diesel engine for operation at mean effective pressures up to four times above normal.

Engines adapted for operation at these extreme pressures are more suitable for operation at constant speed under a wide range of load conditions as, for example, in a vehicle to overcome the variable driving resistances which occur under normal drivingy conditions, without requiring the downshifting of the engine to a lower speed. Engines of conventional design are not suitable for operation in this manner because of the excessive temperature and pressure generated within the engine.

A feature of this invention is a novel arrangement of intake and exhaust ports to establish a highly eicient and stable scavenging ow and increased cooling efciency.

A further feature of the invention is the arrangement of parts to provide an unobstructed short heat flow path from the inner cylinder wall to the outer cooling surface and associated cooling tins to maintain the inner cylinder Walls and head at desirable operating temperatures.

A further feature of the invention is a novel cylinder head arrangement which, unlike convention-al design, permits operation at unusually high pressures and compensates for the expansion and distortion of parts due to their having different heat expansion coeiicients and/or temperature of operation.

Another feature is :a cylinder of simple construction which can be manufactured economically and is well able to provide safe operation and long life expectancy under unusually high pressure and temperature operating conditions.

These and other features of the invention will be described more fully in connection with the accompanying drawings illustrating a preferred embodiment of the invention and in which:

FIG. 1 is a longitudinal sectional view of the cylinder installed within the body of the engine block;

FIG. 2 is a sectional view of the intake and exhaust port ring, taken along line 2-2 of FIG. 1; and

FIG. 3 is a developed view, in one pl-ane, of the inner wall of the intake and exhaust port ring.

As shown in FIG. 1, the cylinder is comprised of four basic elements, namely, the cylinder proper 1, the port ring 2, the cylinder foot 3 and the cylinder head 4, the rst three of which may be fabricated as a unitary body or of separate pieces. These first three elements could equally Well be fabricated from different materials, which might be cast iron, steel or preferably aluminum alloy. These four basic elements are disposed for mounting within the upwardly extending sides of the engine block 12. The lower portion of the engine block 12 is not S. The whole assembly is maintained in operative position within the block 12 by the action of the cylinder head 4. A sealing gasket 1t) is disposed within a groove in the upper inner surface of the block 12 and engages the underside of a flange of the cylinder body to provide an airtight joint between the parts. Lower sealing gaskets 16 are installed for the same purpose between a bottom flange of the cylinder foot 3 and an inwardly projecting portion 11 of the block 12. The space between the outer surface of the cylinder body 1-3 and the inner surface of the block 12 serves as an air plenum chamber for the circulation of cooling air about the cylinder. The outer surface of the members 1 and 3 are provided with cooling iins 9 to promote the removal of heat from the cylinder by the cooling air.

The upper and lower cylinder gaskets 10 and 16 permit expansion or contraction of body 1-3 longitudinally relative to block 12, due either to dissimilarities of the coefficients of expansion of the metals of the various parts or to localized concentration of heat in certain of the parts, while maintaining the sealing action.

The upper end of the cylinder body 1 is larger in diameter than the cylinder bore proper in order to receive the head 4. The cylinder head 4 is provided with a peripheral flange S having bolt openings in alignment with similar openings in peripheral ear lugs 19 of the engine block 12, to receive clamping bolts 6. At its upper portion, the head 4 has an integral vertical sleeve 17 adapted to receive the fuel injection nozzle 18, shown by dotted lines, and to function as a cooling air shroud for directing nozzle cooling air about the nozzle body, which is shown as being radially finned. The inner surface of the cylinder head 4 is provided with a cavity 20 to receive a flanged combustion chamber insert 7 of any suitable form. If desired, a head gasket (not shown) may be inserted in the conventional manner between the lower surface of the cylinder head 4 and the flange of combustion chamber insert 7, or between the latter flange and the underlying shoulder of cylinder body 1.

The intake and exhaust port ring 2 will be described in reference to FIGS. 2 and 3, it being noted that FIG. 3 illustrates the inner annual surface of the port ring as if it were cut along line X-X and opened to portray a fiat surface. As shown, ring 2 is provided with four large trapezoidal exhaust openings O each having its base or widest part uppermost in order to be uncovered first as the burnt gases within the cylinder expand to drive the piston downwardly on the power stroke. The ring also has air intake ports I disposed at a lower level to admit air as they are uncovered by the downwardly moving piston. These inlet openings, three in number and smaller than the exhaust ports, are staggered between the four exhaust openings to assist in cooling that area of the ring subjected to the high temperatures of the exhaust gases. There are also four larger inlet ports la disposed about the remaining inner surface of the port ring to complete the arrangement.

In FIG. 2 it will be seen that the ring has exhaust ducts 21 leading radially outwardly from the ports O, and inlet ducts 22 arranged to direct the inrushing air through ports Ia to one side of the cylindrical interior chamber. This larrangement creates a circulating loop of scavenging air as represented by the broken line arrows `of FIG. 1, so that cool input air is caused to flow upwardly along the right-hand side of the cylinder wall across the underside of the cylinder head and down the left side towards the outlet ports O. The intake ports Ia on the right side of FIG. 2 are supplied with air through ducts 22 from an air plenum chamber 23 which is connected by vertical ducts 1S to intake air receiving chamber 14 in the lower portion of the block 12. Three small intake ducts 22a at the left side of FIG. 2, between U he outlet ducts 21, lead downwardly from ports I directy to the chamber 14 by Way of ducts 15a and have no nutual interconnecting plenum as doy the large ducts y2 at the right side. v

The exhaust ducts 21 leading from the ports O also erminate in a common plenum chamber 24 at the left ide, as seen in FG. 2, which is provided with a lateral apenin-g to receive a radial pipe 2S leading to the exlaust manifold, not illustrated.

Openings'13, as shown in dotted outline at the top 5ft of FIG. 1, are provided in the upwardly extending ylindrical wall 12 of the block for admitting and ex- .austing the cylinder body cooling air.

It is seen that the arrangement of parts, as exempli- .ed by this invention, provides a short and direct con- .uctive path for removal of the heat, concentrated in he upper portion of the compression chamber, to the ooling iins 9 on the exterior surface of the cylinder. he heat conducting path is not interrupted by the head olts or other clamping devices of conventional engines /hich reduce the eiiciency of heat transfer.

We claim:

1. A hollow cylinder for an internal combustion en- Y ine of the loop-scavenged type, the cylinder having a lurality of exhaust gas ports disposed in a plane about 1e hollow interior of the cylinder and also having a pluality of air intake ports disposed in a diierent plane bout said interior, each of said exhaust ports being losely spaced from an intake port at each side of the Xhaust port, the cylinder havingV an exhaust manifold hamber and a duct leading from each exhaust port to iid chamber, the cylinder also having an air intake lanifold chamber and a duct leading from each intake ort to said intake chamber, said air intake ports and (711, ducts being disposed to direct the bulk of the incoming air predominantly to one side of said hollow interior, the gas exhaust ports and ducts being disposed at the opposite side of said hollow interior, whereby an air ow loop is created in said hollow interior.

2. A hollow cylinder for an internal combustion engine of the loop-scavenged type, said cylinder having air intake and gas exhaust passages leading into the hollow interior of said cylinder, said intake and exhaust passages being alternately disposed about the inner periphery of said cylinder so that each exhaust port passage is disposed between two intake passages, wherein the gas exhaust passages lare disposed along radial lines extending from one side of said hollow interior and wherein the cylinder also includes air intake passages disposed to direct the intake air predominantly to one side of said hollow interior, whereby cooling of said cylinder in the region of the exhaust passages is enhanced.

References Cited in the tile of this patent UNlTED STATES PATENTS 

1. A HOLLOW CYLINDER FOR AN INTERNAL COMBUSTION ENGINE OF THE LOOP-SCAVENGED TYPE, THE CYLINDER HAVING A PLURALITY OF EXHAUST GAS PORTS DISPOSED IN A PLANE ABOUT THE HOLLOW INTERIOR OF THE CYLINDER AND ALSO HAVING A PLURALITY OF AIR INTAKE PORTS DISPOSED IN A DIFFERENT PLANE ABOUT SAID INTERIOR, EACH OF SAID EXHAUST PORTS BEING CLOSELY SPACED FROM AN INTAKE PORT AT EACH SIDE OF THE EXHAUST PORT, THE CYLINDER HAVING AN EXHAUST MANIFOLD CHAMBER AND A DUCT LEADING FROM EACH EXHAUST PORT TO SAID CHAMBER, THE CYLINDER ALSO HAVING AN AIR INTAKE MANIFOLD CHAMBER AND A DUCT LEADING FROM EACH INTAKE PORT TO SAID INTAKE CHAMBER, SAID AIR INTAKE PORTS AND 